WO2010097927A1 - 内燃機関の排気浄化装置 - Google Patents

内燃機関の排気浄化装置 Download PDF

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Publication number
WO2010097927A1
WO2010097927A1 PCT/JP2009/053549 JP2009053549W WO2010097927A1 WO 2010097927 A1 WO2010097927 A1 WO 2010097927A1 JP 2009053549 W JP2009053549 W JP 2009053549W WO 2010097927 A1 WO2010097927 A1 WO 2010097927A1
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WIPO (PCT)
Prior art keywords
amount
catalytic converter
internal combustion
combustion engine
particulate matter
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PCT/JP2009/053549
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English (en)
French (fr)
Japanese (ja)
Inventor
櫻井　健治
宮下　茂樹
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トヨタ自動車株式会社
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Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2009/053549 priority Critical patent/WO2010097927A1/ja
Priority to US13/130,242 priority patent/US20110219750A1/en
Priority to EP09840780.2A priority patent/EP2402570A4/en
Priority to JP2011501409A priority patent/JP5223963B2/ja
Priority to CN2009801529397A priority patent/CN102265009B/zh
Publication of WO2010097927A1 publication Critical patent/WO2010097927A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/944—Simultaneously removing carbon monoxide, hydrocarbons or carbon making use of oxidation catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/103—Oxidation catalysts for HC and CO only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • F02D41/1467—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/20—Metals or compounds thereof
    • B01D2255/206—Rare earth metals
    • B01D2255/2065—Cerium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/20—Metals or compounds thereof
    • B01D2255/206—Rare earth metals
    • B01D2255/2066—Praseodymium
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/20—Metals or compounds thereof
    • B01D2255/206—Rare earth metals
    • B01D2255/2068—Neodymium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/14—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system
    • F02M26/15—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the exhaust system in relation to engine exhaust purifying apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/43—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which exhaust from only one cylinder or only a group of cylinders is directed to the intake of the engine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust purification device for an internal combustion engine.
  • the exhaust gas of the internal combustion engine contains fine particles mainly composed of carbon, that is, particulate matter (Particulate Matter).
  • particulate matter Pulse Matter
  • an exhaust purification device in which a filter is installed in an exhaust passage and particulate matter is collected by the filter has been widely used.
  • the pressure loss (venting resistance) of the filter increases.
  • an exhaust emission control device that replaces the PM filter and continuously burns (oxidizes) the particulate matter in the catalytic converter without depositing the particulate matter.
  • it is desired to increase the combustion efficiency of particulate matter in the catalytic converter, that is, to further reduce the amount of particulate matter that flows out through the catalytic converter.
  • the present invention has been made in view of the above points, and exhaust purification of an internal combustion engine capable of reducing the amount of particulate matter flowing out from a catalytic converter that continuously burns particulate matter in exhaust gas.
  • An object is to provide an apparatus.
  • a first invention is an exhaust purification device for an internal combustion engine, A catalytic converter that continuously burns particulate matter in the exhaust gas of an internal combustion engine; A particle amount acquisition means for acquiring an inflow amount of particulate matter to the catalytic converter; Particles that change the value of the control parameter of the internal combustion engine in a direction in which the amount of particulate matter flowing into the catalytic converter increases when the value acquired by the particle amount acquisition means is smaller than a predetermined threshold value A particle amount increasing means for performing the amount increasing control; It is characterized by providing.
  • the second invention is the first invention, wherein
  • the particle amount increasing means executes the particle amount increasing control when the value acquired by the particle amount acquiring means is larger than a second threshold value smaller than the threshold value and smaller than the threshold value. It is characterized by doing.
  • the third invention is the first or second invention, wherein
  • the particle amount acquisition means is configured to determine the amount of particulate matter flowing into the catalytic converter based on at least one of engine speed, engine load, fuel injection timing, fuel injection amount, and intake air amount of the internal combustion engine. Is estimated.
  • the control parameter is fuel injection timing.
  • the catalytic converter increases the particulate matter inflow amount to the catalytic converter. It has the characteristic that there exists a part where the particulate matter outflow from the converter decreases.
  • the sixth invention is the fifth invention, wherein
  • the threshold value corresponds to a value of the particulate matter inflow amount to the catalytic converter when the particulate matter outflow amount from the catalytic converter is minimized in the graph.
  • the seventh invention is the sixth invention, wherein
  • the particle amount increasing means executes the particle amount increasing control when the value acquired by the particle amount acquiring means is larger than a second threshold value smaller than the threshold value and smaller than the threshold value.
  • the second threshold value indicates the particulate matter flowing into the catalytic converter when the particulate matter outflow amount from the catalytic converter is equal to the minimum value of the particulate matter outflow amount from the catalytic converter. It corresponds to the value of substance inflow.
  • an eighth invention is any one of the first to seventh inventions, Threshold correction means for correcting the threshold according to the state of the catalytic converter is provided.
  • a catalyst temperature raising means for raising the temperature of the catalytic converter by retarding the ignition timing is provided.
  • the catalytic converter includes, as a catalyst component, at least one of a Pr material mainly composed of Pr (praseodymium) and ceria, and an Nd material mainly composed of Nd (neodymium). .
  • an eleventh aspect of the invention is any one of the first to tenth aspects of the invention.
  • An exhaust gas flow rate acquisition means for acquiring an exhaust gas flow rate passing through the catalytic converter or a value correlated therewith;
  • prohibition means for prohibiting execution of the particle amount increase control It is characterized by providing.
  • the inflow amount of the particulate matter to the catalytic converter is acquired, and when the obtained value is smaller than the predetermined threshold value, the inflow amount of the particulate matter to the catalytic converter is increased.
  • the particle amount increase control for changing the value of the control parameter of the internal combustion engine.
  • the amount of particulate matter flowing out from the catalytic converter decreases when the amount of particulate matter flowing into the catalytic converter is intentionally increased.
  • the amount of particulate matter flowing out from the catalytic converter can be reduced by applying such a principle.
  • the particle amount increase control when the amount of the acquired particulate matter is larger than the second threshold value smaller than the threshold value and smaller than the threshold value, the particle amount increase control is executed. Can do. When the amount of particulate matter flowing into the catalytic converter is extremely small, the amount of particulate matter flowing out from the catalytic converter may be smaller if the particle amount increase control is not executed. According to the second invention, in such a case, execution of the particle amount increase control can be avoided. Thereby, the amount of particulate matter flowing out from the catalytic converter as a whole can be more reliably reduced.
  • the amount of particulate matter flowing into the catalytic converter is determined based on at least one of the engine speed, engine load, fuel injection timing, fuel injection amount, and intake air amount of the internal combustion engine. Can be estimated. For this reason, the inflow of particulate matter to the catalytic converter can be easily obtained without providing a PM sensor or the like.
  • the amount of particulate matter flowing into the catalytic converter can be easily controlled by correcting the fuel injection timing.
  • the relationship between the particulate matter inflow amount to the catalytic converter and the particulate matter outflow amount from the catalytic converter is shown in the graph, as the particulate matter inflow amount to the catalytic converter increases.
  • the amount of the particulate matter flowing out from the catalytic converter can be surely reduced.
  • the threshold value is set to a value corresponding to the value of the particulate matter inflow amount to the catalytic converter when the particulate matter outflow amount from the catalytic converter is minimized in the graph.
  • the inflow amount of the particulate matter to the catalytic converter is smaller than the second threshold value, that is, the amount of the particulate matter flowing out from the catalytic converter is greater when the particle amount increase control is not executed.
  • the number is small, execution of the control can be avoided. Thereby, the amount of particulate matter flowing out from the catalytic converter as a whole can be more reliably reduced.
  • the threshold value can be corrected according to the state of the catalytic converter.
  • a more appropriate threshold can be set according to the state of the catalytic converter, so that the amount of particulate matter flowing out from the catalytic converter can be more reliably reduced.
  • the amount of particulate matter flowing out from the catalytic converter can be further reduced by increasing the temperature of the catalytic converter by retarding the ignition timing.
  • the tenth invention as a catalyst component of the catalytic converter, by using at least one of a Pr material mainly composed of Pr (praseodymium) and ceria, and an Nd material mainly composed of Nd (neodymium).
  • Pr material mainly composed of Pr (praseodymium) and ceria
  • Nd material mainly composed of Nd (neodymium).
  • the particulate matter can be reacted efficiently with active oxygen. For this reason, the amount of particulate matter flowing out from the catalytic converter can be further reduced.
  • the eleventh aspect when the exhaust gas flow rate passing through the catalytic converter or a value correlated therewith is equal to or greater than a predetermined value, execution of the particle amount increase control is prohibited. In a region where the exhaust gas flow rate passing through the catalytic converter is large to some extent, the amount of particulate matter flowing out from the catalytic converter may be smaller if the particle amount increase control is not executed. According to the eleventh aspect, in such a case, execution of the particle amount increase control can be avoided. Thereby, the amount of particulate matter flowing out from the catalytic converter as a whole can be more reliably reduced.
  • Embodiment 1 of this invention It is a figure which shows the internal combustion engine in Embodiment 1 of this invention. It is a block diagram of the apparatus which controls the internal combustion engine of Embodiment 1 of this invention. It is a graph which shows the relationship between the amount of PM containing a catalyst and the amount of PM discharged from a catalyst. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is a map for correcting the threshold value ⁇ in accordance with the space velocity SV. It is a flowchart of the routine performed in Embodiment 2 of this invention. It is a flowchart of the routine performed in Embodiment 3 of the present invention.
  • FIG. 1 is a diagram showing an internal combustion engine according to Embodiment 1 of the present invention.
  • An internal combustion engine 10 shown in FIG. 1 is used as a power source for a vehicle.
  • the internal combustion engine 10 of the present embodiment is a spark ignition type internal combustion engine provided with a fuel injector (not shown) that directly injects fuel into a cylinder.
  • the internal combustion engine 10 is an in-line 4-cylinder type. However, in the present invention, the number of cylinders and the cylinder arrangement are not particularly limited. Each cylinder is provided with two intake valves 12 and two exhaust valves 14.
  • the intake pipe 16 is connected to the internal combustion engine 10.
  • a throttle valve 18 for controlling the amount of intake air is installed in the middle of the intake pipe 16.
  • the intake gas supplied from the intake pipe 16 is distributed by the intake manifold 20 and flows into each cylinder.
  • the exhaust gas discharged from the first and fourth cylinders of the internal combustion engine 10 is collected by the exhaust manifold 22 and flows into the oxidation catalyst 24. Further, exhaust gases discharged from the second cylinder and the third cylinder are collected by the exhaust manifold 26 and flow into the oxidation catalyst 24.
  • An exhaust pipe 28 is connected to the downstream side of the oxidation catalyst 24.
  • An underfloor catalyst 30 is installed in the middle of the exhaust pipe 28.
  • the exhaust manifold may not be a split type as described above.
  • the internal combustion engine 10 of the present embodiment is provided with an EGR passage 32 for performing EGR (Exhaust Gas Recirculation) for recirculating a part of the exhaust gas to the intake system.
  • EGR Exhaust Gas Recirculation
  • the upstream side of the EGR passage 32 is divided into two and connected to the exhaust manifolds 22 and 26, respectively. Further, the downstream side of the EGR passage 32 is connected to the intake pipe 16 on the downstream side of the throttle valve 18.
  • An EGR catalyst 34 and an EGR valve 36 are installed in the middle of the EGR passage 32.
  • FIG. 2 is a block diagram of a control device that controls the internal combustion engine 10 of the present embodiment.
  • the control device of this embodiment includes an ECU (Electronic Control Unit) 50.
  • the ECU 50 includes various actuators such as a throttle valve 18, an EGR valve 36, a fuel injection device 38 for injecting fuel into the cylinder, an ignition device 40 for igniting an air-fuel mixture in the cylinder, and the internal combustion engine 10.
  • a crank angle sensor 42 for detecting the rotation angle of the crankshaft, an air flow meter 44 for detecting the intake air amount, an accelerator position sensor 46 for detecting the accelerator pedal position of the vehicle on which the internal combustion engine 10 is mounted, and a vehicle speed sensor 48 for detecting the vehicle speed.
  • Various sensors are electrically connected.
  • the oxidation catalyst 24 and the EGR catalyst 34 have a function of purifying particulate matter (Particulate Matter) in the exhaust gas.
  • the particulate matter (hereinafter referred to as “PM”) is fine particles mainly composed of carbon, such as soot and SOF (Soluble Organic Fraction).
  • the oxidation catalyst 24 and the EGR catalyst 34 purify the particulate matter by burning (oxidizing) it and converting it into CO 2 or the like. According to the present embodiment, the amount of PM discharged into the atmosphere can be reduced by purifying PM with the oxidation catalyst 24. Further, the provision of the EGR catalyst 34 can suppress the inflow of PM into the intake system. For this reason, it is possible to reliably suppress deposits (attachment) caused by PM on the intake port, the intake valve 12 and the like.
  • the oxidation catalyst 24 and the EGR catalyst 34 in this embodiment are configured not to accumulate PM like a filter but to continuously burn (react) the inflowing PM.
  • Preferable catalyst components of the oxidation catalyst 24 and the EGR catalyst 34 include Pt (platinum) and Pd (palladium) as the noble metal component, and a Pr material mainly containing ceria and Pr (praseodymium) as the metal oxide component.
  • Pt platinum
  • Pd palladium
  • Pr material mainly containing ceria and Pr (praseodymium) as the metal oxide component.
  • Nd materials containing Nd (neodymium) as a main component.
  • Ceria and Pr materials have a characteristic of efficiently generating active oxygen. Further, the Nd material is excellent in the characteristic (oxygen conductivity) that moves active oxygen along the surface without purifying it.
  • At least one of the ceria and the Pr material coexists with the Nd material.
  • PM can be efficiently oxidized by active oxygen, and particularly excellent PM purification performance can be obtained.
  • the oxidation catalyst 24 and the EGR catalyst 34 may be provided with a holding material (for example, zeolite) for holding PM for a moment.
  • a holding material for example, zeolite
  • the amount of PM discharged from the internal combustion engine 10 varies greatly depending on the operating state. For example, the amount of PM emission is greatest when high load operation is performed, particularly when acceleration is involved. On the other hand, the PM emission amount is small during low and medium load operation, but slightly increases when acceleration is involved.
  • FIG. 3 is a graph showing the relationship between the PM amount with catalyst and the PM amount with catalyst.
  • the horizontal axis indicates the number of particles contained per unit volume in the exhaust gas flowing into the catalyst (the amount of PM contained in the catalyst), and the vertical axis is included in the exhaust gas flowing out from the catalyst per unit volume. The number of particles (the amount of PM emitted from the catalyst) is indicated.
  • PM is not purified at all, that is, when the PM purification rate is 0%
  • the catalyst output PM amount becomes equal to the catalyst-containing PM amount. Therefore, a straight line passing through the origin in FIG. 3 and having an inclination of 45 ° represents a graph with a PM purification rate of 0%.
  • the catalyst when the catalyst output PM amount becomes the minimum that is, when the catalyst output PM amount starts to increase from the decrease when the catalyst-containing PM amount is increased.
  • the value of the incoming PM amount is referred to as a threshold value ⁇ .
  • the catalyst output is smaller than when the PM amount with catalyst is equal to the threshold value ⁇ .
  • the amount of PM increases. Therefore, when the catalyst-containing PM amount is between the threshold value ⁇ and the second threshold value ⁇ , the catalyst-exited PM amount is reduced by deliberately increasing the catalyst-containing PM amount to the threshold value ⁇ . can do. Therefore, in the present embodiment, when it is estimated that the PM amount with catalyst is between the threshold value ⁇ and the second threshold value ⁇ , the control for intentionally increasing the PM amount with catalyst to the threshold value ⁇ . It was decided to execute. This control is hereinafter referred to as “particle amount increase control”.
  • control parameter of the internal combustion engine 10 that affects the PM amount containing the catalyst is changed in a direction in which the PM amount containing the catalyst increases.
  • control parameters include fuel injection timing from the fuel injector of the internal combustion engine 10. As the fuel injection timing is advanced, the fuel injected from the fuel injector easily collides directly with the piston, so that the amount of PM discharged from the internal combustion engine 10 increases. Therefore, the PM amount containing the catalyst can be increased by advancing the fuel injection timing.
  • FIG. 4 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above function. This routine is repeatedly executed every predetermined time. According to the routine shown in FIG. 4, it is first determined whether or not the vehicle speed is 60 km / h or less (step 100).
  • step 100 determines that the catalyst-containing PM amount may be less than the threshold value ⁇ .
  • the determination is made based on the vehicle speed, but the same determination may be made based on the engine load of the internal combustion engine 10.
  • the engine load can be calculated based on the intake air amount, the fuel injection amount, the engine speed, and the like.
  • step 102 it is next determined whether or not acceleration is being performed (step 102). Whether or not acceleration is being performed can be determined based on, for example, the position of the accelerator pedal (depression amount) or the engine load increase rate. When the vehicle speed is 60 km / h or less and acceleration is not performed (during steady operation or deceleration), it can be determined that the amount of PM discharged from the internal combustion engine 10 is small. For this reason, when it is determined in step 102 that acceleration is not performed, it can be determined that the PM amount containing the catalyst is equal to or less than the second threshold value ⁇ . In such a case, it can be presumed that the catalyst output PM amount increases as the catalyst-containing PM amount increases, so it is better not to execute the particle amount increase control. Therefore, in this case, the processing of this routine ends here.
  • step 104 a process for determining whether or not the amount of PM with catalyst is smaller than the threshold value ⁇ is executed (step 104).
  • the amount of PM contained in the catalyst is represented by the number of PM particles contained per unit volume of the exhaust gas flowing into the oxidation catalyst 24 or the EGR catalyst 34.
  • the exhaust gas discharged from the internal combustion engine 10 flows into the oxidation catalyst 24 or the EGR catalyst 34 as it is.
  • the value of the PM amount containing the catalyst is equal to the number of PM particles contained per unit volume of the exhaust gas discharged from the internal combustion engine 10 (hereinafter referred to as “the number of engine output gas PM particles”).
  • the number of engine exhaust gas PM particles is estimated based on the operating state of the internal combustion engine 10.
  • the ECU 50 stores, as a map, a result obtained by conducting an experiment in advance on the relationship between the operating state of the internal combustion engine 10 (engine speed, engine load, fuel injection timing, etc.) and the number of engine exhaust gas PM particles.
  • step 104 first, the number of engine output PM particles in the current operating state is calculated based on the map. Then, the calculated value of the engine output gas PM particle number is compared with the threshold value ⁇ .
  • the catalyst output PM amount becomes smaller when the engine output PM particle number is increased to the threshold value ⁇ .
  • the fuel injection device 38 is controlled so that the fuel injection timing is advanced (step 106).
  • the advance amount of the fuel injection timing may be set to a predetermined value, or according to the deviation between the threshold value ⁇ and the number of engine output gas PM particles calculated in the above step 104. The advance amount of the fuel injection timing may be determined.
  • control for retarding the ignition timing by the ignition device 40 is also performed. By retarding the ignition timing, the exhaust temperature rises and the catalyst bed temperature can be increased. For this reason, the PM purification rate can be further increased.
  • step 106 If the process of step 106 is executed, the process of step 104 is executed again. If it is determined in step 104 that the calculated number of engine output PM particles has reached the threshold value ⁇ , the processing of this routine is terminated.
  • the PM discharged from the internal combustion engine 10 By intentionally increasing the amount of the catalyst, control for increasing the amount of PM containing the catalyst to the threshold value ⁇ is executed. Thereby, the amount of PM flowing out from the oxidation catalyst 24 or the EGR catalyst 34 can be reduced. For this reason, it is possible to reduce the amount of PM discharged into the atmosphere, and it is possible to suppress deposit accumulation in the EGR passage 32 and the intake system.
  • the threshold value ⁇ may be corrected according to the state of the oxidation catalyst 24 or the EGR catalyst 34.
  • the threshold value ⁇ may be corrected according to the space velocity SV (Space Velocity) of the oxidation catalyst 24 or the EGR catalyst 34.
  • FIG. 5 is a map for correcting the threshold value ⁇ according to the space velocity SV.
  • the space velocity SV becomes lower, the time during which the exhaust gas stays in the catalyst becomes longer. Therefore, a chain reaction is likely to occur even if the amount of PM inflow is small. Therefore, the threshold value ⁇ tends to decrease as the space velocity SV decreases.
  • the space velocity SV may be calculated in the process of step 104, and the threshold value ⁇ may be obtained from the map shown in FIG.
  • the space velocity SV of the oxidation catalyst 24 is a value obtained by dividing the volume of the oxidation catalyst 24 by the exhaust gas flow rate passing through the oxidation catalyst 24.
  • the flow rate of exhaust gas passing through the oxidation catalyst 24 can be calculated based on the intake air amount of the internal combustion engine 10, the fuel injection amount, the engine speed, and the like.
  • the space velocity SV of the EGR catalyst 34 is a value obtained by dividing the volume of the EGR catalyst 34 by the exhaust gas flow rate passing through the EGR catalyst 34.
  • the flow rate of exhaust gas passing through the EGR catalyst 34 can be calculated based on the intake air amount of the internal combustion engine 10, the fuel injection amount, the engine speed, the opening degree of the EGR valve 36, and the like.
  • the threshold value ⁇ may be corrected according to not only the space velocity SV but also other parameters.
  • the threshold value ⁇ may be corrected based on the bed temperature of the oxidation catalyst 24 or the EGR catalyst 34.
  • the second threshold value ⁇ may be corrected in the same manner according to the space velocity SV and other parameters.
  • the amount of PM with catalyst (the number of PM gas emitted from the engine) is obtained by estimating from the engine operating state, but the present invention is not limited to such a configuration. . That is, in the present invention, a PM sensor for measuring the PM amount in the exhaust gas may be provided, and the PM amount containing the catalyst may be directly detected by the PM sensor.
  • the amount of PM with catalyst when the amount of PM with catalyst is smaller than the threshold value ⁇ , the amount of PM with catalyst is increased by advancing the fuel injection timing.
  • the amount of PM contained in the catalyst may be increased by changing the value of the control parameter. Examples of such other control parameters include an EGR rate.
  • the amount of PM contained in the catalyst is expressed by the number of PM particles contained in the exhaust gas per unit volume.
  • the present invention is not limited to this, and per unit volume in the exhaust gas.
  • the amount of PM contained in the catalyst may be represented by the PM weight contained, the total number of PM particles flowing into the catalyst per unit time, the total PM weight flowing into the catalyst per unit time, or the like.
  • the oxidation catalyst 24 or the EGR catalyst 34 is the “catalytic converter” in the first invention
  • the threshold value ⁇ is the “predetermined threshold value” in the first and sixth inventions.
  • the fuel injection timing corresponds to the “control parameter” in the first invention
  • the second threshold value ⁇ corresponds to the “second threshold value” in the second and seventh inventions.
  • the ECU 50 executes the process of step 104
  • the “particle amount acquisition means” in the first and third inventions executes the process of step 106, thereby the “particles” in the first invention.
  • the “catalyst temperature raising means” in the tenth invention calculates the threshold value ⁇ according to the map shown in FIG. Each of the “threshold correction means” in FIG.
  • Embodiment 2 the second embodiment of the present invention will be described with reference to FIG. 6.
  • the description will focus on the differences from the first embodiment described above, and the same matters will be simplified or described. Omitted.
  • This embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 6 described later instead of the routine shown in FIG. 4 using the same hardware configuration as that of the first embodiment described above. it can.
  • whether or not the amount of PM contained in the catalyst is larger than the second threshold value ⁇ is determined based on the presence or absence of acceleration, but in this embodiment, the number of engine output PM particles is set to a second value. The comparison was made directly with the threshold ⁇ .
  • FIG. 6 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above function.
  • the routine shown in FIG. 6 first, in the same manner as in the first embodiment, the number of engine output gas PM particles is estimated from the engine operating state. Then, the estimated value of the engine output gas PM particle number is compared with the second threshold value ⁇ (step 110).
  • step 110 when the number of engine output PM particles is equal to or smaller than the second threshold value ⁇ , it can be estimated that the catalyst output PM amount increases as the catalyst-containing PM amount increases. It is better not to execute volume increase control. Therefore, in this case, the processing of this routine ends here.
  • step 110 if the number of engine exhaust gas PM particles exceeds the second threshold value ⁇ in step 110, the engine output gas PM particle number is then compared with the threshold value ⁇ (step 112).
  • step 112 If the number of engine exhaust gas PM particles is smaller than the threshold value ⁇ in the above step 112, the catalyst output PM amount becomes smaller when the engine output gas PM particle number is increased to the threshold value ⁇ . Predictable. That is, in this case, it can be determined that the catalyst output PM amount can be reduced by executing the particle amount increase control. Therefore, in this case, next, control for advancing the fuel injection timing is executed in order to increase the number of engine output gas PM particles (step 114).
  • the processing in step 114 is the same as that in step 106 in the first embodiment. When the process of step 114 is executed, the process of step 112 is executed again.
  • step 112 if the number of engine exit gas PM particles is greater than or equal to the threshold value ⁇ in step 112, it can be assumed that the catalyst exit PM amount increases as the catalyst entrance PM amount increases. It is better not to execute volume increase control. Therefore, in this case, the processing of this routine ends here.
  • the “particle amount increasing means” according to the second aspect of the present invention is implemented by the ECU 50 executing the routine shown in FIG.
  • Embodiment 3 the third embodiment of the present invention will be described with reference to FIG. 7.
  • the description will focus on the differences from the first and second embodiments described above, and the description of the same matters will be simplified. Or omit.
  • the catalytic converter that burns PM exhibits characteristics as shown in FIG. That is, in the graph showing the relationship between the PM amount with catalyst and the PM amount with catalyst, there is a portion where the PM amount with catalyst decreases as the PM amount with catalyst increases.
  • the characteristics as shown in FIG. that is, in a region where the space velocity SV of the catalytic converter is large to some extent, the catalyst output PM amount monotonously increases as the catalyst-containing PM amount increases. In such a region, it is not necessary to execute the above-described particle amount increase control. Therefore, in the present embodiment, the value of the space velocity SV when the characteristic as shown in FIG. 3 is not shown is examined in advance, and execution of the particle amount increase control is prohibited in a region where the space velocity SV is larger than the value. It was decided.
  • FIG. 7 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above function.
  • the space velocity SV of each of the oxidation catalyst 24 and the EGR catalyst 34 is calculated (step 120).
  • the calculation method of the space velocity SV of the oxidation catalyst 24 and the EGR catalyst 34 is as described in the first embodiment.
  • step 122 it is determined whether or not the space velocity SV calculated in step 120 exceeds a predetermined value (step 122).
  • the space velocity SV does not exceed the predetermined value, the relationship between the PM amount containing the catalyst and the PM amount coming out of the catalyst is a region having characteristics as shown in FIG. It can be determined that the control is effective. Therefore, in this case, execution of particle amount increase control is permitted (step 124). That is, in this step 124, execution of the routine shown in FIG. 4 or FIG. 6 is permitted.
  • step 126 execution of the particle amount increase control is prohibited (step 126). That is, in step 126, execution of the routine shown in FIG. 4 or FIG. 6 is prohibited.
  • the execution of the particle amount increase control may be prohibited when the space velocity SV of at least one of the oxidation catalyst 24 and the EGR catalyst 34 exceeds the predetermined value, or the oxidation catalyst 24 and the EGR catalyst may be prohibited.
  • the execution of the particle amount increase control may be prohibited only when both of the space velocities SV 34 exceed the predetermined value.
  • the routine shown in FIG. 7 may be executed while paying attention only to the space velocity SV of one of the oxidation catalyst 24 and the EGR catalyst 34. Further, since the space velocity SV correlates with the exhaust gas flow rate passing through the catalytic converter, the routine shown in FIG. 7 can be executed based on the value of the exhaust gas flow rate instead of the value of the space velocity SV.
  • the ECU 50 executes the process of step 120, so that the “exhaust gas flow rate acquisition means” in the eleventh aspect of the invention executes the processes of steps 122 and 126.
  • the “prohibiting means” in the eleventh invention is realized.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Materials Engineering (AREA)
  • Biomedical Technology (AREA)
  • Environmental & Geological Engineering (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
PCT/JP2009/053549 2009-02-26 2009-02-26 内燃機関の排気浄化装置 WO2010097927A1 (ja)

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PCT/JP2009/053549 WO2010097927A1 (ja) 2009-02-26 2009-02-26 内燃機関の排気浄化装置
US13/130,242 US20110219750A1 (en) 2009-02-26 2009-02-26 Exhaust gas purifying apparatus for internal combustion engine
EP09840780.2A EP2402570A4 (en) 2009-02-26 2009-02-26 EXHAUST GAS CLEANER FOR A COMBUSTION ENGINE
JP2011501409A JP5223963B2 (ja) 2009-02-26 2009-02-26 内燃機関の排気浄化装置
CN2009801529397A CN102265009B (zh) 2009-02-26 2009-02-26 内燃机的排气净化装置

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EP2402570A1 (en) 2012-01-04
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